Synopsis On the night of 03/04 August 1993, the bulk carrier OAKBY was proceeding from Vancouver, British Columbia, to the Victoria pilot station to disembark her pilot. At the same time, a fleet of fishing vessels, including the PACIFIC CHALLENGER, was inbound to Vancouver from fishing zone No. 20. The winds were calm and visibility was excellent. South of Trial Islands, both vessels altered course, one to starboard, the other to port, and they collided at 0206. No damage was reported by the OAKBY. The PACIFIC CHALLENGER sustained substantial damage and one crew member was injured. The Board determined that the OAKBY;, which was aware of the presence of a fishing fleet in the area, was making excessive speed in the circumstances. The watch on the PACIFIC CHALLENGER was ineffective; speed was not reduced and no action was taken to avert a close-quarters situation. Neither vessel took corrective action in sufficient time to prevent the collision, and neither made any attempt to notify the other of her intentions by radio, sound signals or visual signals. A contributing factor in the collision was that the PACIFIC CHALLENGER was proceeding against the general direction of traffic flow in the traffic separation scheme. Ce rapport est galement disponible en franais. 1.0 Factual Information 1.1 Particulars of the Vessels 1.1.1 Description of the Vessels The PACIFIC CHALLENGER is a fishing vessel of a type commonly used on the West Coast, with the accommodation forward and the fishing gear aft. The service speed of the vessel is about eight knots and her stopping distance is about 40 m. On the OAKBY, the accommodation is located aft and there is no equipment on the deck which could impede visibility from the bridge. The service speed of the vessel is 14 knots. 1.2 History of the Voyage On the night of 03/04 August 1993, the fishing vessel PACIFIC CHALLENGER was en route to the port of Vancouver, B.C., from a salmon opening in the Juan de Fuca Strait, and the bulk carrier OAKBY was outbound from the port of Vancouver's Westshore Terminal to the Victoria pilot station in the Juan de Fuca Strait. The PACIFIC CHALLENGER, with a catch of some six tonnes of salmon, was one of a fleet of about 50 fishing vessels bound for Vancouver. The fishing vessels had left the zone No. 20 fishing grounds at the end of the opening, at about 19003 on 03 August. The OAKBY had departed from the Westshore Terminal at 2234 on 03 August with a cargo of 50,113 tonnes of coal bound for Immingham in the U.K. Both vessels were proceeding within the Vancouver Vessel Traffic Services (VTS) zone, an area within which a traffic separation scheme has been established on major traffic routes. The PACIFIC CHALLENGER, being a vessel of not more than 20 metres in length, was not required to participate in the VTS system or use the traffic separation scheme routing system, and she was not taking part in either system. The OAKBY was required to participate in the VTS system and use the Strait of Juan de Fuca routing system and was complying with both requirements. As the vessels closed, they were in the vicinity of a sector of the traffic separation scheme, some two miles east of the Victoria pilot station. From Race Passage, some of the fishing vessels, including the PACIFIC CHALLENGER, steered a course of approximately 063 to pass south of Trial Islands before turning to the north to pass through Mayor and Baynes channels to reach Haro Strait. Shortly after 0200, 04 August 1993, the PACIFIC CHALLENGER was about half a nautical mile south of Staines Point, Trial Islands, making a speed of eight knots through the water. In this position, the vessel was in the westbound lane of the traffic separation scheme east of the Victoria pilot station. The person who had the conduct of the vessel saw the two sidelights of a vessel almost dead ahead. The radar indicated that the other vessel was half a nautical mile distant. Using the autopilot, he altered course to port and steered toward Baynes Channel. He altered course gradually while observing the other fishing vessels making the same manoeuvre. The vessels were sailing close together, and basically forming into a single file to make the passage at Fiddle Reef. This took up most of his attention and when he again looked toward the bulk carrier, he could see only her bow close in. An emergency manoeuvre was made, but it was too late to avert the collision. The OAKBY rounded Discovery Island at about 0150 on 04 August, leaving Haro Strait and entering the Juan de Fuca Strait on the penultimate leg of her passage to the Victoria pilot station. At approximately 0200, when the OAKBY began to meet the fishing fleet east of Trial Islands, she was on a course of 243(T), and her speed was about 13 knots through the water. After crossing two fishing vessels, two more vessels were seen ahead, at a distance variously estimated at from half a mile to in excess of a mile and a half; they were fine on the starboard bow and showing their port sidelights. The order to alter course to starboard was given, and the bulk carrier began to turn to 270 to give the fishing vessels more sea room while, at the same time, heading for the pilot station. With the OAKBY altering course, the fishing vessels were now on her port bow, and when they were seen to be showing their starboard sidelights, starboard helm was again ordered. Five short blasts on the whistle were sounded, but the collision could not be avoided. The vessels collided at 0206 in approximate position 4823'N, 12318.5'W. The angle of impact was about 70 degrees. The port bow of the PACIFIC CHALLENGER struck the port bow of the OAKBY. 1.3 Injuries to Persons No injuries were reported on the OAKBY. 1.4 Damage 1.4.1 Damage to the Vessels The bow of the PACIFIC CHALLENGER sustained substantial damage. The bulwark and anchor were bent in the impact. The wooden structures of the foredeck and hull were broken in several places. The side planks were separated and damaged at the forward end. The OAKBY sustained no damage except for a few scratches. 1.4.2 Environmental Damage The accident caused no pollution or other environmental damage. 1.5 Certification 1.5.1 Vessels The PACIFIC CHALLENGER was certificated, manned and equipped in accordance with existing regulations. The OAKBY was certificated, manned and equipped in accordance with relevant regulations. 1.5.2 Personnel Certification The skipper and the person who had the conduct of the PACIFIC CHALLENGER at the time of the accident held no certificates of competency, nor were they required to by regulation. All members of the navigating personnel of the OAKBY held the required qualifications. 1.6 Personnel History 1.6.1 PACIFIC CHALLENGER Crew Members The skipper of the PACIFIC CHALLENGER had worked on fishing vessels since 1971 and commanded this type of vessel since 1982. He assumed command of the PACIFIC CHALLENGER in 1992. The person who had the conduct of the vessel at the time of the collision had been employed on fishing vessels for 18 years, 10 of which on vessels similar to the PACIFIC CHALLENGER and 2 on the PACIFIC CHALLENGER. 1.6.2 Master of the OAKBY The master of the OAKBY began his mariner's career in 1954. He had served as master on various vessels since 1971. He assumed command of the OAKBY on 01 June 1993. 1.6.3 Pilot of the OAKBY The pilot of the OAKBY held a pilot licence of the appropriate class and had been piloting in the district for 14 years. 1.7 The Juan de Fuca Traffic Separation Scheme The conduct required of vessels using, and in the vicinity of, the Strait of Juan de Fuca traffic separation scheme is set out in Rule 10 of the International Regulations for Preventing Collisions at Sea (Colregs). The Canadian modifications specify that the traffic separation scheme shall be used by power-driven vessels of more than 20 metres in length. In part, Rule 10 requires that vessels crossing traffic lanes shall do so as nearly as practicable at right angles, that vessels of less than 20 metres in length shall not impede a vessel in a traffic lane, and that a vessel not using a scheme shall avoid it by a wide margin; fishing vessels are only exempted when fishing. The rule states that vessels of less than 20 metres in length may useinshore traffic zones; these are defined as areas between the traffic separation scheme and the coast intended for local traffic. Off Trial Islands, the landward boundary of the outbound lane of the traffic separation scheme is about one cable from the 10-metre depth contour. A course line direct from Race Passage to Trial Islands crosses the outbound traffic lane to seaward of, and to the east of, the Victoria pilot station, on both occasions at an angle to, and opposing, outbound traffic over a distance of about one mile. The direct course line also runs through the two-mile radius boarding and disembarking station for the Pacific Pilotage Authority described in the Sailing Directions for British Columbia Coast (South Portion) published by the Department of Fisheries and Oceans. 1.8 Weather At the time of the occurrence, the sea was calm, the winds were light, and visibility was excellent. 1.9 Radio Communications 1.9.1 Inter-Ship The PACIFIC CHALLENGER was keeping radio watch on channels 16 and 78 of the very high frequency radiotelephone (VHF R/T). Channel 16 is the international calling and distress frequency and channel 78 is the frequency used by fishing vessel operators to communicate with one another. The fishing vessel was not required to monitor channel 11, the frequency used by the Vancouver Vesel Traffic Centre (VTC). Consequently, the PACIFIC CHALLENGER was not aware that a vessel was exiting Haro Strait and coming toward her until the OAKBY was detected visually or by radar. As required by regulation, within the VTS zone, the OAKBY was keeping radio watch on VHF R/T channels 16 and 11. Neither vessel attempted to communicate with the other when it became clear that a close-quarters situation was developing. 1.9.2 Vessel Traffic Centre (VTC) and Coast Guard Radio Station (CGRS) The PACIFIC CHALLENGER had no radio contact with the Vancouver VTC or the Vancouver CGRS before the occurrence. The OAKBY participated in the Vancouver vessel traffic routing system. The vessel's last contact with the VTC before the collision was at 0139 on channel 11 of the VHF R/T. At that time, the vessel had been informed by the VTC that a fleet of about 50 seiners was in the area, heading for Vancouver, and that none of these vessels participated in the Vancouver vessel traffic routing system. 1.10 Search and Rescue On 04 August 1993, at 0208, the PACIFIC CHALLENGER reported to CGRS Vancouver by VHF R/T that she had been struck by a bulk carrier and was taking on water. The Victoria Rescue Co-ordination Centre was notified within one minute after this conversation. No vessels were dispatched immediately because two fishing vessels, the MISS CARMEN and the REBEL, were already alongside the damaged vessel. To prevent the vessel from sinking, the two fishing vessels that had come to her assistance tied themselves to either side of the PACIFIC CHALLENGER. At 0229, the PACIFIC CHALLENGER notified CGRS Vancouver that one crew member had been injured. The AUXILIARY 35 was dispatched to the scene with medical personnel and a portable pump. She arrived 54 minutes later and returned to the wharf with the injured person at about 0357. The PACIFIC CHALLENGER was escorted to Victoria by the two fishing vessels tied to either side of her. The OAKBY was not damaged and did not require rescue services. 1.11 Composition of the Bridge Watch The composition of the bridge watch on the PACIFIC CHALLENGER depends on the voyage being made. For the occurrence voyage, watches were assigned so as to require each member of the crew to be on duty for 3 hours and 15 minutes. This arrangement would have covered the total sailing time required for the return voyage. The only person in the wheel-house at the time of the accident was a fisherman's helper. He had had the conduct of the vessel since midnight. The navigating personnel on the OAKBY comprised the master, the second officer, one helmsman and a pilot. The master and the pilot had been on the bridge since the vessel departed the terminal, and the second officer and helmsman had been there since midnight.